Freight car air brake



f Sept, ze, 1,931. j l C. 'RL JACK 2,094,173 f v K I FRIGHT CAR'AIB BRAKE LFiled May 9, 195e 4 sheets-sheet 1 R o N ma n o 0 0 N i Q o o o I O NNN En, o o. QN v .u l. .Q ,d s a u N .NQ h.. I 1 I E Q; IQN v. .mJ vc NoN ,5N y uw ww 4 n Sept. 28, 1937. c. R. JACK FREIGHT CAR AIR BRAKE 4 Sheets-Sheet 2 Filed may 9, 195e c. R. JACK 2,094,173

Filed May 9, 1956 4 Sheets-Sheet 4 FREIGHT CAR AIR BRAKE Sept. 2s, 1937.

u Pateafed sept. 28; :1931 Y i l v` 2,094173l 15 ever, merely for conveniencefs'o that the present reduction.

3 v "to actuate thetriple valvesas may loe` the case j y Afurther object of my invention is to provide 3 pressure tobleed 'thruftheflatten from the` aux- BT68511112.v `Tlis ObjeQtMI attain'automatically by 50 brakes of the cars.`

. 2,094,173 N. e. n FREIGHT CAR AIR BRAKE i Carl R. .Iack'Q-,Portlani OregLVassignor to Inter-f` n national `Air Brake Control Company, Portland,

Oreg., aicor'poration'of Oregon 4, Y l Application May 9, 1936; Serial N0.\78,893 'j' n i 'esclama (ci. 30a-35)' The principal' object of my invention is to combrakesystem. Thesupplemental reservoir presbine,`- or incorporate, with what isfgenerallyknown` sure, according to my invention, is applied to acas type K of railway freight ,car brakev equiptuate adiaphragm (or piston) operated valve in ment-for `example K2 triple valve-a meansthe auxiliary control feature of my invention,

5 causing the triple valve to perform its functions thereby causing the rapid reduction by dispersion more dependably; irrespettivey of the ygreater of the brake pipe pressure.

f ypresent-day`lengthof freight trains, andV under Heretofore devices including a diaphragm-conall the varying train handling conditions'.` `trolled valve have been used, but such valvel was This application is in part a ycontinuation of operatedby the 'pressure'inthe auxiliary reservoir l0l my `copending application, SerialNo.y 693,609, ofthe triple valve. Hence,in case of veryslow 10 I filed October 14, `1933,`entitledV Air brake system.I Vreduction in the brakepileplessure, 24S vW'Ollld My auxiliary control means may be used in be thecase at the rear end ofa. long train, this combination with one 'of ythejsa'id` standard K- diaphragmc0ntl'0lfd Valve Could 1101? be dpendtype of triple valves; vthis fcornbination is; how- "ed upon to bring about a quick service pressure system of railway freight'car4 equipment may be #Suchf undesirable condition would arise 4if for (Y continued inuse;` butmy improvement'ma'y `also any reason the pressure inthefauxiliary reservoir be ,embodied in some other suitable type'of valve, Vof, the triple valve should reducewith the' brake soas to form therewith a singlev device. pipe pressure beforev the saiddiaphr'agm-con- 2Q The brakes of a long` freight trainare applied "trolled valve is operated, and thus not create 20 serially by theK tyipielvalvefs vfrom the head to sufficient `differential of pressure to bring about the rear of the train.` With the present standard `quick SCIVCB Pressure reductionl i n K2 triple valve in freight car equipment, 'the'fall y ri Orde'to prevent undesired loss of brake pipe "of pressure ,in the brake'pipe of the cars remote `pressure, or an' undesired brake application, vthe 5 `from the locomotive, in valong train,` may 'notl be` ,i auxiliary control feature of my invention provides 25 of sufiicient rate to actuatelthtriple valves so '11192115 OI stabilizing Said daDhYagIn-Cntolled as to apply the brakesat thel rearend ora long 1 valve, said means being so arranged that, a certrain yin `unison with' those" o'ffthe freight bars A tain amount of reduction of "brake pipe pressure nearest the locomotive. l is necessary before said diaphragmcontrolled ,0 Furthermore, if `the fall of pressure is too` slowy Valve Will be operated. u 30 near the rear of long trains," the-fall of pressuren` ineens "for dissipating possiblesurees in` the `may be insufficient to close the `charging feeding "I brake pipe pressure'due to the termination of groove `ofthe triple valvefvvhich. would permit the initial rapid rate of reduction of brake pipe 5 '.iuaryires-ervoir of thetnpiervalveinto thebrake providing means for restricting thequick service pipathuste'nmjng to retardrurtnerthe reduction reduction passage of the brake pipe before Closing of brake pipe pressure. `vrI'ihe .slide valve and Sad DaS'Sage,`S0 that when the brake pipe IJrS' piston of the K2 triple valve must, be placed in sure has been reduced to a predeterminedarnount, 40

,applied position ,before a local quick service `rethere will be a gradual leveling off of the pressure duction iny brake pipe pressurecan beinitiated. in Said brake Dilil f j The special purpose ofmy `i,nveritiL-n),is to pro..k a .l Anotherobiect` of my inventionv is to 'provide `videa quiekservice feature which isentirelyinautomatic means for'redueine the quick Service depfndent ofthe Operation of the tri'ple Y'alve itreduction in grade worlrgwhen the brakecylinder 45 self; a further special Vpurpose of vmy invention retainer is set to retain pressure. f y ,is to cause efficient propagation of the quickfserv- I attain this object by providing. a special diaicebrake pipe-'reductiontowards the rear of. the phragm (or piston)l operated Y valve controlled train in advance of the actual applicationsv ofthe `by predetermined differential between 'pressures Y, .in brake pipe andthe supplementary reservoir of 50 I attain the objects of my invention by providmy control. K L ,il x, ing a supplemental reservoir in combination with This evalve is further adapted to be operated y the K2 triple valve, which supplemental reservoir vbybrake cylinderpressure, when the brake pipe fis' charged' from the auxiliary reservoir of the K2 pressure has been reduced Va predetermined 5 triple valve, and the pressure in the supplemental .amount below that of said supplementary reser- M reservoir is held at the initial pressure of the air` voir pressure of my control, and the brake cvlinder pressure has built up to a predetermined amount. Under the last mentioned conditions my said special valve functions to terminate further quick service brake pipe reduction.

In case of grade work Where the standard brake cylinder retainer is set to retain brake cylinder pressure, this retained pressure, when ,a service reduction is initiated, will cause an early functioning of my said special valve to terminate further quick service reduction of brake pipe pressure.

Another important object of my invention is to delay the application of the brake at the vicinity of the head end of the train, and so that the heavier the brake pipe reduction initiated the longer the application of thel brakes at the head end of the train will be delayed. In case of comparatlve light brake pipe reduction it is not nec'essary to delay application of-the brakes at the head of the train as long as in cases of heavy brake pipe service or emergency reduction.

With the standard K2 triple valve equipment all the pressure for releasing the brakes or boosting the brake pipe pressure, in releasing or charging the system, comes from the locomotive; hence, due to brake pipe friction, the rate of rise of pressure in the brake pipe in the vicinity of the rear of a long train is vvery slow, and may not insure a prompt movement of the triple valve piston to release position. With my special control a supplementary reservoir is charged to inltial pressure during the charging of the brake f system, and retained at that pressure until a release is initiated. When the brake pipe pressure is raised slightly, as when release is initiated, this excess pressure stored inthe supplementary reservoir is carried to the brake pipe, thus rapidly propagating thel initial rise of. brake pipe pressure towards the rear of the train irrespective of its length, hence insuring a quick and positive movement of all valves of the system to release position.

In releasing following an emergency application, it is usually necessary to increase the brake pipe pressure above that of the auxiliary reservoir emergency equalization pressure beforerthe brake cylinder pressure can be released. Therefore, a further purpose of my special control is to provide means for reducing the auxiliary reservoir pressure after a recharge of the brake system has been initiated by the engineer. This object vof my invention is accomplished by providing a supplemental reservoir charged to, initial pressure during the charging of the brake -systern, and retained at that pressure until a release is initiated. When the brake pipe pressure is raised slightly, as when release is initiated,`

this excess pressure, stored in the supplemental reservoir, is carried to the brake pipe and the auxiliary reservoir is caused to be reduced in recharging of said supplemental reservoir.

The above mentioned and other incidental fea.-

tures of my invention are hereinafter fully described with reference to the accompanying drawure the elements of the triple valve unit are shown in released and charging position;

Fig. 3 shows a similar fragmentary section including, however, only the piston of the triple valve unit, which in this figure has been moved into position to close the charging feed groove, and the diaphragm of my special feature devices y controlling the piston is flexed to the left in response to differential pressure, thereby restraining the movement of the triple valve piston into application position;

Fig. 4 shows a diagrammatic section on the line 4-4 of Fig. 1;

Fig. 5 shows a diagrammatic section on the line 5 5 `of Fig. 1. It is to be noted that sections shown by Figs. 4 and 5, While on different planes, for convenience are assembled in the digrammatic sections on a single plane; and certain parts shown in these sections, while actually not within the plane of the sections, are included so as to make these sections diagrammatically complete. Furthermore, the lower part of Fig. 5 overlaps and duplicates the upper part of Fig. 4, as will be noted, so as to facilitate the connective reading of Figs. 4 and 5;

Fig. 6 is a larger scale fragmentary transverse vsection of the check valves 3l and 32 on the line indicated by the arrow 6;

Figs. 7 and 8 `show the manually controlled valve 203 in different positions than shown in Fig. 4, and

Fig. 9 shows an enlarged section of check valve 85 which controls charging of accelerator reservoir 29, said valve also being seen in Fig. 5.

Referring to Figs. land 2:

The numeral I represents the brake cylinder, 2 is the auxiliary reservoir, 3 the triple valve unit, 4 is what I shall term the brake application delay portion of my special feature, or attachment tothe triple valve unit; -5 is an adapter to facilitate the connection of my auxiliary control 6 to the auxiliary reservoir 2 and the brake cylinder I of the triple valve.

The elements of the' triple valve unit 3 are those common to the type K2 triple valves used on railway cars of freight trains.y As apparent,

l these elements are shown in their release and charging position. It is to bemnoted that the usual cap of the triple valve 3 is removed, and

is replaced by my saidr brake application delay portion 4; but the standard graduating stem 'I and spring 8 of thetriple valve unit 3 have been retained.

My brake application delay portion 4 comprises two chambers 6a and 6b separated by a diaphragm 9. The triple valve side of this diaphragm 9 isy connected to the brake pipe I0 by the usual passages II. The diaphragm 9 carries a head I2 providedwith plungers I3. The purpose of this arrangement is to limit the movement of the triple valvepiston I4, said plungers I3 normally being positioned as shpwn in Fig. 2. The chamber 6b on the .other side of the diaphragm 9 constitutes a delay chamber, connected to' my auxiliary control 6 via passage I6 and pipe In addition to the above mentioned connections to my 'auxiliary control element 6, there is a connection lI8 direct from the brake pipe I0 to my said auxiliary control element 6,`as seen in Fig. 1.

The brake cylinder retainer I9, vwhich is usually connected to the exhaust passage 20 of the triple valve unit 3 is connected to my auxiliary control element 6 via pipe |31.

, tuator chamber Ring 93 limits movement of said pressure plate 9| in the direction of said diaphragm 86.

A reduction passage 95 is provided for chamber 64 and controlled by check valve 94, which.

longitudinally movable in the direction of accelerator valve 96 without changing the position of. the latter. Accelerator valve 96 is held in its normal position by spring 99.

' Accelerator valve 96 controls the connection from brake pipe to the chamber 84 of this valve, also controls connection from saidaccelerator chamber 84 .to actuator chamber |00. Accelerator valve 96 in its normal position cuts off connection from said accelerator chamber 84 to the ac- |00, and simultaneously relinquishes control of other connections. Said accelerator valve 96 is so positioned by a sufficient rateof reduction of brake pipe pressure in brake pipe reservoir 11 (governed by value of spring resistance 99 and size of duct |13) as to connect accelerator valve chamber 84 to actuator chamber |00, and simultaneously cuts off other connections. Actuator chamber is connected to atmosphere at all times via restrictedorice |0|.

The housing 28 is provided with auxiliary reduction outlet |02 for brake pipe pressure. Valve |03 controls said reduction outlet |02, and is held on its seat by spring |04 thus closing said outlet. Actuator diaphragm |05 controls plunger |06, whereby a rapid rise in pressure in actuator chamber |00 forces said plunger |05 against shoulder |01 of valve |03 controlling auxiliary reduction outlet |02, `thus unseating valve |03 and opening outlet |02.

Supplemental reservoir 30 is provided with a manual release valve |90, see Fig. l, which valve is connected to pipe |9| shown in Figs. 4 and 5, to permit manual release of the pressure in lsaid supplemental reservoir 30.

Assume all valves of my auxiliary control in normal position, and all units charged to initial normal system pressure as shown by Figs. 2 to 5, inclusive, the charging of all units of my improved brake system is accomplished as follows:

Charging Fluid pressure from train brake pipe enters chamber 6a to right of piston |4, see Fig. 2, via branch pipe connection |0. Piston |4 is positioned to the left, thus opening charging feedgroove |06, permitting charging of auxiliary reservoir 2. While the auxiliary reservoir 2 is being charged, the supplemental reservoir 30 is charged from said auxiliary reservoir 2 via pipe connection |09, passage I0, check valves 26 and 21, passage and port ||2 in resetting valve 49.

. Simultaneously, fluid pressure enters chamber 11 to right of diaphragm 82, from train pipe thru brake pipe I0, pipe connection |8 and passage H3. Accelerator reservoir 29 is charged with brake pipe pressure from brake pipe chamber 11 via passages ||4, chamber 81, duct ||5 and passage 90. The charging rate of accelerator reservoir 29 is the same as the normal rate of rise of pressure in brake pipe chamber 11. Both Vsides of diaphragm 82 separating chambers 84 and 81 are charged at the same rate. Movement of diaphragm 62 towards the left is resisted by spring 18, hence, said diaphragm will remain in normal positionwhile charging passage 90 is open. Fluid pressure from supplemental reservoir 30 is transmitted to the underside of diaphragm 86, via passage ||6. Movement of4 diaphragm 86 downward is resistedby spring 92, and movement of spring 92 upward is limited by stop 93. The charging rate of supplemental reservoir 30 via the auxiliary reservoir 2 agrees with the normal rate ofrise of brake pipe pressure, hence diaphragm 86 will not be moved from normal position, shown in Fig. 5by a normal rate of rise in brake pipepressure.

Chamber 38 to left of diaphragm 5| is charged from brake pipe pressure vla` passage I|1 which connects with chamber 11. .Pressure from supplemental reservoir 30 enters around stern k52 to right side of diaphragm 5|. The charging rate of supplemental reservoir 30 is the same as normal rate of rise of pressure in chamber 38; furthermore, movement of `diaphragm 5I towards the right from normal rposition is resisted by spring 54; hence diaphragm 5| and resetting valve 49 will not be moved from normal position by normal rate of rise in brake pipe pressure. In the normal position of resetting valve 49, special reservoir 3| is connected to atmospherey via passages 60, 51 and H8, duct H9, passages |55 and |56, port |20, and passages |2|, |22, |23, and duct |24,hence elements of delay portion 4, see Fig. 2, controlled by pressure in said special reservoir 3| are rendered ineffective to influence operation of triple valve 3, in its release or application function. When resetting valve 49 is in normal position auxiliary chamber 31, to the left of dia- `phragm 42, is charged by pressure from supplemental reservoir 30 via port |25, passage |26, duct |21 and passage |28; and, furthermore, positioning of diaphragm 42 towards the loft is resisted by spring 46, hence diaphragm 42 and its attached release valve 40 will not be moved from normal position by a normal rate of rise in brake pipe pressure. Brake pipe pressure is connected to the under side of release valve 40 viva passage |29, chamber'A 65, supplemental valve 64 passage I30, port |3| in resetting valve 49, and passage |32. When the triple valve 3 of the system is in release position pressure in brake cylinder I is connected to atmosphere via usual exhaust passage 20, see Fig. 1; the pressure thus escaping via passages 2 I, |33, port |34 in said release valve 40, and4 passages |35, duct |36 and pipe |31.

Chamber 68 under diaphragm 1| is connected directly to brake cylinder pressure via passages |38 and |39. Brake pipe pressure is present above diaphragm 69 in chamber 65. Supplemental reservoir pressure is connected to the under side of diaphragm 69 and theupper side of diaphragm via passage |40. The under side of diaphragm 10 is connected to atmosphere via passage I4|. Diaphragms 6.9 and 10 are connected together by spacer 12. When there is no pressure in the system, supplemental valve 64 will be heldin upper position` by spring 14, thus closing passage |30, which Vhelps to prevent unseating of release valve 40 and of resetting valve 49, while the brake pipe pressure initially enters the system. Pressure from supplemental reservoir 30, acting on upper side of diaphragm 10 will return diaphragms 10 and 69 to normal' position. Supplemental valve 64 is now returned to normal position by spring |42, thusconnecting passages |29 and |30.

In initiating release, or recharge, of brake system, the engineers automatic brake valve is usureservoir pressure, stored atflocm'otive; is con- "opening, in said o initial rate oi rise in brakefpipe fpressurelfor valves located near the locomotive is very rapid as compared to thenormal chargingrate com` A rapid'rise of i move said pistonjto extreme left; kthus to its renected directly to train brake pipe" via'large port automatic brake valve;v thus the'f mon for valves located remote from locomotives.- The effect ofsuchy rapid rise ofbrakepipe pres.-

sure in my improvement is aslfollowsr tarded, recharge position;V Charging of auxiliary reservoir l2 isthesarne as explained for normal y valve 3` restricted charging passage |43.

If the rapid risein brake pipe` pressure `in e, diaphragm 82' towards the left from'normalf'posie tion.` Diaphragm Support |44 is'sltted to per-' ,wards the left from normal position without dis-- turbing valve member '36. Y 'Abrake pipe pressure in chamber 11; at 'the right 1 of diaphragm `|32, abovepressu'rein chamber' 84,v w

`chamber 81 on diaphragm'hifFig. 5, sufficiently exceeds vcharging rate 'of supplemental reservoir 30 to compress spring 92,`v it Willseatj valveA 85, 9maand prevent oilaercharge. o' vrilVhen charg` ing passagel 9||is` open anyl excess pressure in reservoir 29l will ,rapidly equalize withl brake lpipe close charging passage of small acceleratorreservoir 29;`

pressure via both'charging'passagey 30 and re-y duction passage 95, andvthus preventdeflectionoimit longitudinal movement of diaphragm 82 to- Will move said diaphragm 82r to thelextreme leit, thus ,v compressing pipe pressure is now'connected'to top fof checkf 40` valve ,19 via passage 32, this check valve preventing recharge of said supplemental lreservoir 3U via passage 32. While supplemental reservoir 30 is" being recharged from auxiliary reservoir 2 will befab-iv ,i e e thus ef- `lifecting a return of diaphragm 86th normal posi-'fv 1. e

`asshown in Figs. 2te 5; and that a'servicerate ofv l tion, andopeningofcharging passage 9.0'to'f'per- L mit further charging `of .accelerator reservoir 29."

` registerwith passage 'of spring 54. `In this `Diaphragrnf82 and yauxiliary `valve 33 are rei-w y l l WhenchamberimFig'. 2,';is connected toI atmoslphere, there will be 4no movementof diaphragm 9, :and its attached members ltowards, the 1lefty-from @normal position.` A reductionjinbrake pipe presturnei to 'normaiposiucn by spring 182.V

vSufiicient rise inbrake' pipe 'pressure'vinchaml ber 38 'above pressure in suppl'emental reservoir.` 4 y thusjmoving'resetting valve149' to its extreme `right position; said sufi-4 cient amount of` pressure isfgoverned by value l position of resetting valve .v Y,49,'cr'nrinection yfrom said supplemental reservoir,`

"30 will compress spring 54;

"30 toauxiliary chamber 31i`s"closedfandechamber 31 is'" connected to4 auxiliaryjreservoir 2 via: |46, and.v

8 vin resettingvalve 49,"which |49; thence `thru 'duct 150" v"passage |28*1 duct |21,"pas`sage"s",|26,

ports un` and is ,y

|89, Passagesl32 and |30 are 'passages |5| and "reg'isteredifby yelongated port |3|'in resetting Vvalve" '49`;falso; elongatedharginglprt *|`|`2 of whichicontrols-charging oi l ksupplerriental*reservoir 30,- "regist'ers with pas-y sage fromauxiliary"reservoir'of1 the system; passage from specialyreservoir 3| to sttrriosphere-, ,y

resetting valve 49;

` isvclosed, and the pressurein auxiliary reservoir 2 ofi system is connected tospecial-*reservoir 3| via passage 149;* elongated port |48, in resetting valve 49,' which "registers with passage a brake-pipe pressure in chamber ""Ga to right ofi triple 'valve piston`l4, Fig'. 2; will Sufficient`l` lrise in e y |52, thence via check valve |53 and passages |54, |55; duct passage |ID,offsnpplemental-reservoirs" Chamber 6b, Fig. 2, to

pressure is returned" to normal pres- -belovvf the pressure present in auxiliary reservoir 2,"andfthus cause an undesiredv movement; of -the right of 'diaphragml is' vcharged to normal system pressure via. passages e VRise in brake pipepressure inchamber Bazabove normal charge' of system may eiectsanundesired f` vvovercharge of' auxiliary reservoir 2f, sothatwhen vbrake pipel sure, the pressure inchamberrza may be reduced piston |4-towards` the right;v thus placing` it ink e vided 'for limiting such movement. vWith :myA inventionthislundesired action is preventedfDia- M phragm `9 vhas a larger area l than thatA l of 'triple charging,` except ata slower rate; via usual triple valve piston-lI |4, thus when brake pipe "pressure i' is reduced,` slightly below that .of the pressure in auxiliary reservoir 2, plunge`rs`|3willbe'niovedA vtowards the left; as shown in Fig: 3 ,.f thus limiting travel ofsaid piston|4 torpositio'ri closingcharg-v "ing feed groove |08: Whenfbrake pipe pressure `hasibeenincreasedfabove press-ure in auxiliary reservoir 2, diaphragm Siandpiston I4, together With members controlled/by? vpistontM,,will be returned to normal position;

WhenV-pressureszin vbrake pipe* and supple- 54; but rresetting valvev49i will remain in extreme right position, .since stem`52 is `permitted some..fre'e longitudinal movement,r

'before contacting said resetting'. valve 49,

Sufficient` rise of brake, pipepressure in: cham- "will ymove diaphragmf42 z and ytherewith"release Valve 4 0 to extreme leftthus compressingfspring mary yalve' 33 said sufficient amount' of presf46,in which position of lreleas'ervalve 40.,the brake i i Sure is goveynedby Valugvfof Spring 18, Brake .l Y cylinder exhaust passage |33`via port |34 is closed. :L Said sufficient amount, ofpressurais-governed by "value of spring 46. When Apressures,influencing :diaphragm 42 have equali'zed, said diaphragm and lattachedz-release,valve 40 will bereturned to `normalposition by springk 461;

n .S'ervice` application lllissurne that .al1 valves are in,y normal position `engineer as usual..

sure, in chambery Baffat asufcient ratesto effect sure vvia said feedy groove |08.. VWhen .brakevpipe pressure in chamber 6(11Fig- 2, has been, reduced suiciently below full service or 'applicationlplosition,v infwhiohposi- '4 tion ypressure 1n said `.auxiliary yreservoinisconneetedto brake'cylinderl o f system- ,viapassage `moved into "full' serviceor applicationvgposition,

that oi pressure in. auxiliary y v,reservoir 2,4said triplegvalvei-piston.|4,- vand attached `valves |63 willbe moved tothe right,.to`

vapplication position, unless some means are prorber 38 "above pressure in auxiliary chamber 31 ^brake y'piper-pressure reduction is `initiated `by brake pipe pressurewis, In mentarily'connected to vbrake cylinder 'nwith that of the auxiliaryreservoir 2 via charging |"via usual;.duickv` service ports in. 74Hslide valves |63 of triple valv Check vcalvesZ' and 21, Figrffi,"preventfeuuaiiaa- Ition of pr'essur'ein said 'supplemental*reservoir*30 tiated in chamber 81 above diaphragm 86, Fig.`5, said diaphragm is deflected upward by retained supplemental reservoir pressure present in chamber 88, thus causing valve 85 to close chargingl passage, 90 of accelerator reservoir 29. VBrake pipe pressure in, chamber 81 must be reduced slightly below the` supplemental reservoir pres sure in chamber 88 due tonatural resistance of diaphragm 86 and to weight of check valve 85 and pressure plate |10, before said diaphragm 86 is deflected upward from normal position, so

that accelerator reservoir `pressure'may initiallyA feed back'into the brake pipe via passages 90 vposition is resisted by springv 99; furthermore,

and 95, thuspreventing movementof valve -96 towards the right when a rapid rate of service reduction of brake pipe pressure is effected.

When service rate of brake pipe pressure reduction, is initiated im, chamber 8,4, movement of diaphragm 82 towards the right from-normal pressure in accelerator reservoir 29 ispermitted to reduce with theV brake pipe pressure in cham- I ber 11 via port |1| of accelerator valve 96, passage 95, -check valve 94, passage |12, and duct |13, hence diaphragm 82 and valve 96 will remain,vv

in normal positiomas shown in Fig. 5, unless Ythe brake pipereduction exceeds its usual service rate of reduction.

Whenthebrake pipe pressure in chamber 38,

Fig. 4, has reduced a sumcient amount below the pressurein auxiliary rpressure chamber 31, diaphragm 42 will be deflected to the right, thus compressing stabilizing spring 41 until shoulder |14 contacts withstop |15. Auxiliary pressure chamber 31 being connected to vsupplemental reservoir 30, vand vthe pressure in the latter being retained at initial pressure of the system by check valves 26 and.21, such Vmovement of diaphragm i42 is therefore independent of any :operation of triple valve 3, or any loss of pressure inauxiliary reservoir2. In this position of diaphragm 42 port |16 of release valve 40, passages |32 and |15 will register, thus effecting a dispersion of brake pipe pressure at a rapid rate via,Y reduction passages |29, |30, larger .port.|,l3| of resetting valve 49, and passages |32, port |16, passage |15 and duct 39, and simultaneously brake cylinder .exhaust passagev |33 is closed by release-valve 40. When-the brake pipe pressurer in chamber 38 has reduced a suicient amount below that of` the kpressure in supplemental res,

ervoir 30, whichjsuicient amount is governed bythe resistance of spring 56, diaphragm 5| will be delectedtowards the left,thus compressing spring 56Y until shoulder |11 contactsI with stop |18, see Fig. 4. \Diaphragm 42 is not restrained by spring 46; the latter serves merely to restrain movement of diaphragm42 lfrom normal toextreme left position,'in response to normal lrate of l'increase in pressure in chamber 38. The

spring 41 is merely a stabilizing spring to preventundesired movement of diaphragm 42 towards: the right from normal position, due to slight reduction of pressure in chamber '38 below that in chamber 31. On ythe otherhand,

`diaphragm'5`lv is restrained in its movement tof its extreme left position in response to reduction of pressure in chamber 38 by spring 56, which hasa much greater value than spring 41. Shoulder of stem 542 now has contacted withv resetting valve 49, thusv positioning*theresetting `valve to-r wards the left, thereby closing supplemental reservoir charging passage and connection |25 l 2,094,173 When abrake pipe pressure reduction is inifrom supplemental reservoir 30 to auxiliary presi sure chamber 31.

Restricted port |19 of resetting valve 49 now registers with passage |30 so that further dis-V persion of brake pipe pressure via passage |15 is at a slower rate.

At the same time special reservoir 3| is cony'nected to atmosphere via elongated port |20 of .resetting valve 49, and port v|48 of such valve registers with passage |26, thus connecting pressure in auxiliary reservoir 2 with auxiliary chamber 31 via passage |5l, duct |50, passage |49, port |48 in resetting valve449, passage 26, duct |21, and passage |28. Restricted orifice or duct |21 controls rate of equalization of said pressures in auxiliarychamber 31 with auxiliary reservoir 2. Pressure inauxiliary chamber 1 in excess of that in auxiliary reservoir 2 tends to boost lthe latter, thus increasing sensitivity of triple valve pistonil I ,4,I Fig. 2, and promoting application of brakes.

A further service reduction in brake pipe pressure in chamberw `38 below that of retained pressure in supplemental reservoir 30, sufficient to overcome resistance of spring 51, will deflect diaphragm. 5|, and therewith resetting valve 49 will be positioned to the extreme left, thus compressing spring 51 until shoulder |80 contactswith During such movement of diaphragm 5|, member |82 contacts with member |83, thus returning ,diaphragm 42 and release valve 40 to normal position, and thus closing passage |32, if it has not been closed in advance of this movement by valve 64, and terminating further dispersion of Y brake pipe pressure thru duct 39. In the last mentioned position of resetting valve 49, passages y |26and|49 are still connected by elongated port |48 of said resetting valveand passages |56 and 2| are still connected by the elongated port |20 of this valve.

3. yRetained supplemental reservoir pressure in chamber 66 acting downward on diaphragm 10 offers resistance to movement of diaphragm 69 upward; however, when the brake pipe pressure in chamber 65 is reduced a suicient amountgoverned by the area of diaphragm 10`below the kretained pressure in supplemental reservoir 30,

diaphragms 469 and 10 will be deilected upward,

thus seating supplemental valve 64.and closing brake pipe pressure reduction passage |30, since chamber 66 isconnectedto supplemental reservoir 30. Chamber 68 is connected directly to the brake lcylinder of the system; hence, when the brake pipe pressure in chamber 65 has reduced, and the brake cylinder pressure has built up in a pipe pressure isy controlled entirely by the usual quick service feature of the triple valve 3, which `vents brake pipe pressure to brake cylinder l whenfthe slide valves of the triple valve are placed invquick service position.

When resetting valve 49 has been positioned to extreme right from normal position, due to rapid rise in brake pipepressure in chamber 38, during releaseand` ehargingof brake system, special Uh, f

Areservoir 3|, Fig. 4,and,chamber"6b, Fig. 2, are

charged to normal system pressure. "When a reduction'inbrake pipe pressure vin chamber 6a,

Fig. 2, has been initiated, /diaphragmkS and plungers`|3 will be moved towards the left to their positions in Fig. 3. Plungers I3 act as restraining means to limit the travel of triple' 'valve "piston I4 to that of closing the charging feed groove |08, thus preventing loss ofpressure in auxiliary reservoir 2 viav feed grooveIIl8. In this position of them slide Avalves |63 controlled by` y `,piston |`4 of'triple valve 3, said auxiliary reser- ,voir is not connected to'brake cylinder I, thus de-r laying brake application, which ydelay is continued until diaphragmS relinquishes Acontrol of triple valve piston I4. `Il sufhcient brake pipe r.

pressure ,reduction in chamber 38, Fig. 4, below thatlofpressure retained in supplemental reser-`V voir 30 will deflect diaphragm 5|l towards the ,4left thusagain positioningresetting valve 49 Atowards thele'ftpand'thereby connectingspecial "reservoirl'3lfasj wellas chamber 6b, Fig. 2, to atmosrphere. f This venting. to `atmosphere Vis conl trolled byductsl I I9 and |24, .therefore there will be no suddencomplete` reduction of the pressure irrspecial reservoir" 3| and its connectedchaming on'br'akepipe pressure reduction initiated in lchamber 6a, diaphragm 9 and therewith restrainingplungers lI3 will'be forcedtowards the right by piston, I4, causing auxiliaryy reservoir 2 of triple valve 3 to be connected to' brake cylinder via theusual service ports in slide valves |63 of the' "triple` valve.; 'rhejgreater the amount of ybrake pipe pressure reduction initiated via chamber 6ozA the greater'will be' the pressure reduction e lrequired in chamber "6b, vto permit movement of triple valve piston `I4 to service position, and the applicationv ofjthebrakeswill" be `relatively de-` `Lap I .,In'vany casegwhen` the pressurel auxiliaryi reservoir 2` has reducedfvia lbrakecylinder I slightlybelow` that of brake pipe pressure in 4 chamber 6a,-Fig. 2, the piston I4 and graduating4 Vvalve of slide valves |63 controlled by saidpiston will be positioned itowardstheleft from service position, thusgclosing connection between auxiliary, reservoir 2 and brake cylinder I via ports in the slide `valves |63` of .the triple valve'3.;

u Release and" recharge following service brakeV i Y of the supplemental reservoir pressure in chamapplication` When .the engineerfplacesthe automatic brake.

valve in release positionfrinxorder to initiate release andrecharge lofbrake system, `excess ymain reservoir pressure lstored'at locomotive is `connected vdirectly totrain lbrake pipe via large port of'locomotive brake valve, thus rapidly increasing therise infbrake pipe pressurefabovetnormaly system, charging v`pressure in the `vicinity `of the locomotive. `iBut in the vicinity remote from the locomotive the rate'of rise in brake pipe pressure is still at normal charging-rate of the system. After a few seconds theV engineer returns` his automatic braker valvetov running position in `which position a feed valve Aat the locomotive i limits the maximum brake pipe pressure desired l when the system is fully charged.

Rise in brake pipe pressure in chamber 6a, Fig.

2, slightly above' that fof pressure in auxiliary 'reservoir 2 will return piston I4 Aand slide valves |63 of triple valve 3 to normal position, in such i position opening charging feed 'groove |08 to permit recharge of the auxiliary reservoir; `also pressure in brake cylinder I is connected to underside of release valve 49, Fig. 4, via theports f inthe slide valves |63 of the triple valve 3, and thence thru passages 20, 2| and |33.' A rapid rise in brake pipe pressure -in chamber 6a will move piston I4 to extreme left,`thus restricting charg` 'ing passage or'feedl groove |08',`and correspondreservoir y2. f

ingly reducing rate `ofl recharge `of the auxiliary Charging passage 90 of accelerator reservoir 29,

Fig. 5, is closed by ret'ained'supplemental reservoir pressure present in chamber88 under diaphragm 86,1"deflectin'g" this diaphragm upwards; at the same time reduction passage 4I 'I2 is closed by check valve 94; hence, av comparatively slight rise yin Abrake pipe pressure" in chamber Il above the pressure in chamber'84 will deflect diaphragm 82 towards theA left, vunseating auxiliary valve 33. Retained pressure insupplemental reservoir 30 can now equalize with brake pipe pressure via duct 8|), check valve 19, passage 32A and chamber |84,'and thus boosting brake pipe pressure. 'I'his boostingl of brake' pipe pressure insures prompt movement of triple-valve piston I4, Fig. 2, to normal release position. The' rise in brake pipe pressure might otherwise beat to slow a rate, due to ring leakage aroundf said piston I4, to

- build up necessary pressure differential required to move .said triple valve piston I4 and attached slide valves, towards the left from service lap position.

Y 'With equalization of supplemental reservoir and brake pipe pressures,"diaphragm 86 will bereturned rto normalposition, as shown inFig. 5, thus opening charging passage 9|).l When accelerator reservoir 29 has been recharged suihciently, dlaphragm 82 will be returned to normal position by spring 'I8 and auxiliary `valve 33 will be closed.

A rise in brake pipe pressure in sulcient amount, governed by value of spring 92, in charn- ,ber' 8l above pressure in chamber 88, will deflect diaphragm 86-downward, thus compressing spring 92 and permitting valve 85 to be closed, thus, again closing charging passage 90, and preventing apossible overcharge. ofaccelerator y'reservoir 29. When excess brake ypipe pressure has been 'reducedgsuiciently diaphragm 86 will be returned to Vnormal lposition by spring 92, thus reopening charging passage 90. Diaphragm 86 cannot be deflected upward from` normal position until brake pipe pressure has been reduced below that ber 88; hence, any excess pressurepresent` in accelerator reservoir 29 may equalize-with the v brake pipe pressure via both charging passage 90 and reduction passage'95, thus preventing movement of accelerator `valve 96 from normal position, by a service rate of brake pipe `pressure reduction. M

vWith partial equalization of supplemental re-v servoir and brake pipe pressures via valve` 33, diaphragm 5|r and attached .resetting valve 49.

ywill be moved towards the right by vpressure of |55, |56, port |20 and passage I2 I, and brake pipe dispersion passage |30 and charging passage are closed, thus preventing a recharge of said supplemental reservoir 30 until. said resetting valve 49 has been returned to normal position, as shown in Fig. 4.

When the brake pipe pressure in chamber 38 has raised suiiciently above the pressure in supplemental reservoir 30 said resetting valve 49 will be returned to normal position, as shown in Fig. 4, thus opening charging passage I from auxiliary reservoir 2 to supplementalreservoir 30,

connection from said auxiliary reservoir to auxiliary chamber 31 is closed, and said auxiliary reservoir is now connected to supplemental reservoir pressure via port |25.

A rapid rise in brake pipe pressure in chamber 38 to a suilicient amount, which amount is determined by value of spring 54, above pressure in supplemental reservoir 30, will deilect diaphragm 5| towards the right from normal position, thus compressing spring 54, and moving said resetting valve 49 to its extreme right position, in which position connection from supplemental reservoir 30 to auxiliary chamber 31 is closed, and auxiliary chamber 31 is connected to auxiliary reservoir 2 via passage |49, port |41 in resetting valve 49, and passage |46, and simultaneously connection from special reservoir 3| to atmosphere is closed, and special reservoir 3| is connected to auxiliary reservoir 2 via passage |49, port |48 in resetting valve 49, passage |52, check valve |53 and passage |54, duct ||9, and passages ||8, 51 and 60. When pressures influencing diaphragm 5| have equalized, this diaphragm will be returned to normal position by spring 54; but resetting valve 49 will remain in extreme right position, since stem 52 is permitted suillcient free longi.- tudinal movement before shoulder contacts with resetting valve 49. If the auxiliary reservoir 2 should receive an overcharge due to rapid rate of rise-in brake pipe pressure, chamber 6b, Fig. 2, will receive the same overcharge, since it is also connected to auxiliary reservoir 2 via resetting valve 49; hence, if the brake pipe pressure in chamber 6a is reduced below that of said auxiliary reservoir pressure, diaphragm 9 will be deflected towards the left, as shown in Fig. 3, thus moving plungers |3towards the left; said plungers I3 now act as restraining means to limit travel of triple valve piston I4 to position closing of auxiliary reservoir charging feed groove |08, and thus preventing a brake application. Y When brake pipe pressure is again suillciently vhigher than that of said auxiliary reservoir pressure, said triple valve piston 4 and diaphragm 9 will be returned to normal position, shown in Fig. 2.

Deflection of diaphragm 42, Fig. 4, towards the left from` normal position is resisted by spring 46, while risein brake pipe pressure in chamber 38 is at a normal rate; hence, release valve 40 will remain in normal position, thus permitting pressure from brake cylinder to vent to atmosphere via triple valve exhaust passage 20 and passages 2|, |33, port |34 in release valve 40, passage |35, duct |36, and passage |31. A rapid rate of rise in brake pipe pressure in chamber 38 to right of diaphragm 42 will deiiect this diaphragm towards the left, thus compressing spring 46 and moving release valve 40 to extreme left, in which position brake cylinder exhaust passages |33 and |35 do not register with port |34 in release valve 40, thus delaying release of brake cylinder pressure., When pressures influencing diaphragm 42 have substantially equalized, release valve 40 will be returned to normal position (shown in Fig. 4) by spring 46.

With equalization of brake pipe and suppley'mental reservoir pressures, supplemental valve 64 will be returned to normal position, shown in Emergency application A rapid rate of reduction of brake pipe pressure in chamber 6a, Fig. 2, will move triple valve piston |4 to the extreme right, in which position graduating spring 8`is fully compressed, and piston |4 contacts with gasket |98. In this position of slide valves |63, controlled byy piston |4, a connection is effected between the pressure in brake pipe I0 and brake cylinder via usual emergency check valve |99 of triple valve 3, which permits brake pipe pressure to reduce into the brake cylinder'I said emergency check valve |99 preventing return flow of pressures from brake cylinderi'to the brake pipe |0. Auxiliary reservoir 2 is connected to brake cylinder via usual large ports in slide valve |63 of triple valve 3, controlled by piston 4, thus permitting an initial rapid build-up of brake cylinder pressure.

Only those resetting valves 49 as are located at the head end of the train take extreme right hand position during release and recharge of brake system,'as explained under"service application above. Assuming that resetting valve has'been moved to its extreme'right hand position during release and recharge of 'the brake system a rapid rate of reduction in brake pipe pressure in chamber 6a will now deflect diaphragm 9 towards the left from normal position, thus positioning plungers |3, as shown in Fig. 3. Plungers I3 now act asy restrainingmeans to limit travel of triple valve piston |4 to that of closing charging feed groove |08, in which position of the slide valves |63 of triple valve 3, controlled by said piston. 4, auxiliary reservoir 2 is not connected to brake cylinder i'via ports in said slide valves |63. When resetting valve 49 has been positioned towards the left from its extreme right position, by reduction in brake pipe pressure in chamber 38, special reservoir 3| is connected to atmosphere via passages 51, ||8, duct 9, passages |55, |56, port`|20 in resetting valvel 49, and passages |2|, |22, |23 and duct Further movement of piston |4, and therewith slide valves |63 of triplefvalve 3 towards the right will be delayed until pressure in chamber 6b has beenreduced a suiiicient amount, which amount is governed by area of diaphragm 9 and pressure reduction initiated in chamber 6a. 'I'he said delay period will be longer than in case of a service application due to the -fact that emergency brake pipe pressure reduction in chamber 6a is much greater than a service reduction. Diaphragm 9 is of larger area than that of piston |4, hence, this diaphragm will be positioned towards the left, as shown inFig. 3, until the pressure in chamber 6b has beenreduced a suiilcient mit only slow venting offspecial therewithchamber Bb to the atmosphere. soon as pressure in chamber 6b has been reduced' than-pressure onthe 'ment-ory piston At Athe end of initial delay period,4 auxiliary 30` t usualportsfin controlled by piston 4. `With `rapid .f reduction v to lap position;

.1 |4 has been permitted yafm-e173.

amount, whi'clil amount ls governed bythe pres-l f sure reduction'- in chamber Ga-.and area oft-.dia-f.

|24.- 1 VChamber thi-Fig. :,3, is connected directly.- to special f-r'eservoir 3 I would-be caused either by fservice oremergency;

t brake pipepressure reduction) since chamber. 6b:

is-` connected vtoV special reservoir 3 I said move-j ment of resettingvalve 49 to the left would-perreservoir 3| and tosuch amount that pressurein auxiliar'yreserf.- voir 2,- acting against the left side of-triple-,valve piston plus pressure jonl` the piston I 4, diaphragm 9` will be deflected towards` the-right, asshownffinF-ig. 3, permitting move- I4V to application position.`

reservoir 2 is connected to brake Lcylinderi |`,`via. slide valves |63 of triple-valve i3.

in pressure in said auxiliary vreservoir `2 .diaphragm 49may 'again be deected towardsthe left as'shown in Fig. '3 ,"thus returning; pistonY I4 'and-` :therewith vso'1y positioning, gradatingfvalvari-element of the triple i valve 3', as to closec'onnection from said auxiliary re'ser.-` voir2 tothe brake-cylinder thus momentarily terminating' building up of brake cylinder pressure from4 auxiliaryreservoirs" But, pwhen the pressure in chamber-1Gb then continues to reduce, diaphragm 9 willv be returned to normal position', thus again opening connection from auxiliary rese`rvoir`2` to brake cylinder "-When brake-pipe pressure reduction-.is .initiated in chamber81, Fig. 5, diaphragmi: is :deflected` upward, thus* closing charging passage 11e-.90.

liic'lualizationy of pressure vin-accelerator reservoir Y l330 vial 'duct fl 13 cannot `keep pacejwith saidrapid rate of brake pipe. 'pressure reduction, hence diaphragm 82 will be deflected towardsthe righty from normalpositionf thuscompressingspring |04 `until` shoulderfgl98 strikes stop |99; valveA 33 vriot-being disturbed.-` In thispositionof dia*-v phragm 82 and its attached(accelerator-valves,

reduction passage 95y from accelerator vreservoir 29 to brake pipe chamber 11 is closedu.; While accelerator' valvev 96'- is .inits 1astmentonedpo'sition pressurein acceleratorreservoir `29 is-"conjnectedto the' under'- side of actuator` diaphragm .105,` via port |1,|, fand' passage..20Il..-`zActuator` 4diaphragm `I0.i-is now deiiected upward, thus'unseating-pressure actuated valve |03, and connecting `bralre pipe pressure-to atmosphere-via fauxil# iary reduction-passage |02'.4 V. `When-pressure-in acceleratorreservoir 291has 'reduced suiciently Avia ductl|0| to atmosphere,- accelerator-valve 96 willS-be returned to `normal `position-'by spring 99;**With return offdiaphr'agm |05 -to normal po'siiton k pressure actuated valve los 'is again returned .to its sem-byv spring m4,

T- Diaphragms 42 and-45|, Fig. '4, will corne-to rest with ldiaphragm-'42 deflected towards-:the

4right 4from normallposition until shoulder |14 Assuming that pressure; "in-chamber 6b is-being gradually reduced, due .to movement kof resettin'gvalve 49, Figni, towards the left `froinits extreme right handposition (as But las'y y,

. bei-returned to normal-position, '|4f,- plusfpressureinv-chamber 6a acting againstthe' left-sident .diaphragm 9,` is-greater; right sideof diaphragm 9 right side .of triple valve 32 into-chamber opening. charging-passager phragm byl spring 18. ,g When.;brake contacts wlthstop `|15;and@diaphragm Slgwill ine-deflected towards the lett, thus1compessingl spring, 51 until;member'y l 80, .contacts witlffv stop 0| Resetting1valvel49 is4 now positioned lto `connect auxiliaryfreservoir 2 tovjauXilialjy .chambenl 31.and` specialy ,reservciirl4 is conneoteredto.at-f j' mosphere. u

vWhen .brake brake-pipe dispersion pipe pressureinChmberS is re-f duced a suiiicientv amount.'A supplemental valve f 64 will 4be A; yforced upward, to its seat,y :thus lchasingl andloy` brake cylinderV pressure in chamber 6 9, 1

deiiecting. diaphragm 693 upward., .i y L "fMRelease following af Vemer-geriet] applicationingfcharging feed ygijoovfemlU. y ofv slide-valve |63,j`controlled by .pistonIIIhthe nection.l from auxiliary, reservoir 2 to` brake cylin--. der .I land brake cylinder'` pressure., connected .alve- .3- toet-.1

-to exhaust passage from tripl v"Sincezcharging passage and reducl Y on pasi sage` 95, fsee Figl 5v, -are closed duringk emergency .applicationgand accelerator reservoir,`pressureg..in chamber 84,;at` the.ile,ft.of.,.diaphragm 282hasf beenI permitted .to reduce via` `duct |.0 to? atmoslyphrexuntil acceleratonvalve 90, has lbeen-l re turned lto normal :position .byl springa. fcornparatively slight increaseinfbrake-pipa-pressure in chamber 11 Lis-only required to deflect dia.-

phragm s2 towards theieftfrom its normal posif t tion, thus g compressing spring 18,A andl lunseating auxiliary valve 33. Pressure from supplemental reservoirl canfnow equalize-,with ,the 3brake,- pipe pressure Vvia duct l80, check-valve .19,v and .passagel 11.- AWithequalization,of suppleniental.reservoir andA brake pipe pressurestdia-l. l

phragm-BB .is returnedyto normal position, again reservoir.. 2.9, .has been recharge 02 `.will-ibexreturned to normal; position, andauxiliary valve v33 will be returned vpipe4 pressure gin chamber .38 hasl Vbeen increased suiiiciently above that: of-'xth'epressure in supplementaat-v reservoir 30, diaphragm "5 |-a and: resetting. valve 49 `j will be', returned to :normal position.` A.Pressure inauxil- -iary'reservoir 2 can now-equalize, withpres sure.in

to its seat,

supplemental reservoir. 30,.via thepassagesglllS.

H0, duct .-202 and check :valves;2$.and;21, -passage. -I Iy I-:and port I2 tin'- resetting; valve 9. By providing.: .meansior la, localA boosting eofbrake e pipe pressure .and reductionvof pressure ,ina aux-'- iliary.` reservoir 2 below". emergency equalization pressure, aless- .time is required to return.A ,triplevalves" |63 to Jnormalfjpositionaso asto connect pressureinv brake. cylinder. vtov-exhaust; 'passage zo. If the brake pipe pressure. iny 'chamber 3.8

is increased fr a.: sufficiente amount; governed;` by

theA diaphragm 15| of. the; valve units ,.oLubrake. .equipment of cars :located-4, near'I the .locomotive will be deilected `towardsnthe right from` normal. 'l

position, thus positioning kresetting .valve 49, so "that, special reservoir- 3 ,is connected Lto: auxiliary 1'0 n reservoir 2. Diaphragm 5| ymay now be returned to normal position, by spring 54, .withoutA disturbing resetting valve 49, since stem 52 of dia-Y phragm 5| is permitted sufficient. longitudinall movement before its shoulder |95 connects with- When brake pipe' pressureresetting va'1ve49. in chamber 38 has been increased slightly above pressure in auxiliary chamber 31, release valve 40 is returned to normal position, such movement being assisted by stabilizing spring 4l.A In normal position of releasevalve 40, brake cylinder exhaust'passage' |33 is connected vto atmosphere l via port l|34 and passage |35. If the brake pipe pressure in chamber 38 is increased Aa sufficient amount-governedby value of spring 46-above pressure in auxiliary chamber 3l, as is common Where a rapid risev in'brake` pipe pressure is rini-- tiated, diaphragm 42 of brake equipmentof carsl release valve 40 will'bereturned to normal posi-v tion by spring 46.5

With substantial equalization of pressures in supplementalreservoir 30 with Vthe brake pipe pressure, Yand suilicient reduction of emergency brake'cyli'nder pressure in chamber 68, under diaphragm TI, such amount being governed by area of diaphragm 10 and pressurel inA chamber 66, supplementalv valve y64 will also be returned to normal position,vthus again opening brake pipe reducties passagel lsu. t y l l Y Modifications Thefollowing modifications may be introduced in the construction described. 3 When valvey 203 is rotated to position shown'in Fig. 7 by handle 50,special reservoir 3| and its connected chamber 6b,` see Fig. 2, are connected to atmosphere via port 204, thus rendering inoperative the members controlled 'by pressures in special reservoir 3| "andchamberSb.. -In-short traink handling, delayf'fe'atures controlled by diaphragm 9,-see Fig. 2, are not necessary for smooth brake operations. These delay features controlled by diaphragm 9 may also be rendered inoperativel by the engineerv preventing rapid rise in brake pipe pressure; in which caser diaphragm 5| and attached resetting'valve 49 will not be moved towards the vright from their normal position, and specialreservoir 3| will be connected yto atmosphere..

In ordertoprovidemeans for preventing the rapid -building up of brake cylinder .pressure in cars near the engineers valve of the locomotive, I- provide a manually operated valve 6| which may be positioned to place port |22 inregistration with passage63, and simultaneously .closing passage |23'to atmosphere. I I further provide a manually v operated valve 203, bywhich, when positioned as `shown inYFig. 8, chamber 6b isconnected to atmosphere via passage |60, and port 205 in valve 203, thus rendering inoperativefthe members con'- trolledby pressures inthe chamber 6b. `Simultaneously port 5l registers -with' passage 60, thus permitting charging of special reservoir'3l, via resetting valve 49, when the latter is lmoved to Athe extreme right from normal position' by rapid system-such suilicient amount being governed byv value of 'spring 56-Will again return said resetting valve v49 towards the .left from its extreme right position, thus connecting retained pressure .in special reservoir 3| to brakepipe via passage 60, portv5l, passages H8, duct -||9, passages |55, |56, port |20 in resetting valve 49, passage |2|, port |22, passage 63, check valve 206, passage 201, and duct 208; thus offsetting-the rapid. reduction in brake pipe, pressure byvpermitting pressure in special reservoir v3| `to feed into the'brake pipe `via the last mentioned con-` nections, which constitute equalization passages between yspecial reservoir y3| `and the brake pipe. Checkvalve 206 prevents recharging, of special reservoir 3| fromvthe brake pipe pressure' via y said equalization passages,

' The pressure is fed slowly into the brake pipe, but'only atfthe head of the train,vas this is the only vicinity .in which special reservoir y.3| is charged, and'is the vicinitywhere the brake 'pipe pressure service reduction is initially rapid, relative to remainder of train, due to proximity of engineersbrake valve. 'Ihe brakefpipe pressure reduction is stilloccurring when vstored pressure from special reservoir 3|V is permitted to kequalize with the brake pipevia the equalization passages mentioned in preceding paragraph; for it is not necessaryl thatthe service brake pipe pressure reduction be completed in order to effect movement of diaphragm 5| towardsthe left from normal position; so as to position saidl resetting valve 49 to open said equalization passages. The amount of vbrake pipe reduction required to deect diaphragm` 5| towards the right is governedY by valve of fspring resistance 56. It is not-intended to build up the brake pipepressure at the head end of the train sufiicient'to'cause release of brakes, but only to retard completion of theinitial reduction, by feeding pressure slowly into the brake pipe.y In .the meantime the quick service reduction is being rapidly propagated ,towards the rear of the train. Volume of `special rreservoir 3| is small, therefore it will quicklyequalize with the brake pipe pressure,- and the effect of the feed back feature will be onlyy momentary, excepting for the increased volume in the brakerppe of each car at head of train, due to the fact that reservoir 3| is now connected, since the greater the volumeof the brake pipe pressure, the slower will be the rate of brake pipe pressure reduction at the head end of the train. v y

While the actuating means for the operating parts have been shown for convenience to con sist ofv diaphragms, obviously these diaphragms could readily be substituted by pistons without changing the principle of my invention. I claim:vr

v1.v In an air brake system of the character described, the combination with an auxiliaryreservoir of a special reservoir, a means forconnecting said special reservoir with said auxiliary reservoir,

orvwith the brake pipe .of the system, a valve included in said means, and pressure actuated means operating said valve, whereby upon predetermined rate of rise in brake pipe pressure said valve is positioned to charge said special reservoir, and whenthe brake pipe pressure has reduced a predetermined amount said valveispositioned to disburse pressure from said special reservoir to retard the rate of reduction in brake pipe pressure.

2. The combination described by claim l including means for preventing back flow of pressure from special reservoir into auxiliary reservoir and further means for preventing back flow of pressure from brake pipe into the special reservoir.

`3.Infan air brake system of the character "de-f scribed, anauxiliary control comprising-achamt berl dividedby* two :pressure actuated` elementsl auxili'riryA reservoir, said intermediatechamber having a reduction 'outlet'tojatmospliereal release valve operated: byjone of 'said pressureactuated elements` `controlling 4said;y outlet",v4 said auxiliary pressure chamber connected with saidk 'smp'plerv mental reservoir, and -further having `an"equal iz" ing' connectionto said auxiliaryreservoir, a re- .settingvalve operated byfth'eot'her pressure actu'- u ated element, and controlling the last mentioned connections?4 f l 7,,

Y 4.,'I'he combination described `by c1aim` 3v dis-` '5, The combination `tinguished in that the resetting lvalve'a'lso conreservoir for storinga charge of pressure obtained t y from the `auxiliary reservoi rpressure-actuated trols the brake pipe reduction outlet. t y

6.`The combinationfdescribed by clairn`3 distinguishedin that the'outletof the exhaust passageof the brakecylinder of the system'islcontrolled bysaidfr'elease valve.

7. In aair brake system of the character .de- 1 scribed, the combination with a brake cylinder,

auxiliary reservoir and `triple'valve, ofk means for` delaying the connection of Athe auxiliaryfreservoirto the brake cylinder relatively to therate of pressure reductionfin thebrake pipe of thesysfA temi', said delaying, means comprisingfa special means responsive to ,increase and ,decrease in brake l pipe4 pressure, 4controlling the charging.y of

said special reservoirand the disbursementcf` pressure therefrom, other pressure-actuated means associated with the triple valve `and Yconnected on one side with said special reservoir and on ,the other side with thefbrake plpe,'the latter means operated by reductionof brake pipe vpressure, and whereby the movement of the vtriple valveto application positionjis delayed'r'elatively to ,thebrake pipe reduction initiated in thj'e sys-y tem.

, ,8. In' an air brake system ofthe character de'' scribed, the combinationwith the `brake pipe and fan` auxiliary reservoir, cfa 'supplemental reserf ,yoircharged' from said auxiliary reservoir,`A means preventing lreturn flow ',from said supplemental reservoir, an auxiliary pressure vchamber u con,- nected with saidsupplementalV reservoir and with said auxiliary reservoir, a valve controlling said connections .of the auxiliarypressure chamber, said valve actuatedby differential-in pressures in brake pipe and :isaid .supplemental reservoir, an auxiliary valve opened by rise inbrakepipe pressure'to permit flow of .pressure from thesupplet i mental vreservoir vinto'the brake pipe, and a check valve adapted to permit lsuch flow via'auxiliary valve and to preventreturn flow of said pressure, ,"saitl` auxiliary valvejadapted to Vclose when the into t an intermediate lchamber connected withfthe brake pipek ofv the system, an auxiliary 'presu-1V sure chamber and a supplemental reservoir 1' con* nected with, ,andcharged from an aui'iiliar'yl res# ervoir of the system, me`ans'preventing -the return f ow from said I' supplemental re'servoir'tosaid describedl by mamita ais:

pressure in the brake pipe equals that of said supplemental reservoir.

9.' The combination upon said valve controlling lthe connections of*V said chamber: with :said supplemental reservoir, and said auxiliaryfreservoir, wherebythe movement of saidvalve into position connecting saidk auxiliary pressure chamber. vfwith- Athepauxiliary reservoir-is delayed until `brake pipe pressure is reduced a predetermined amount. t l f 10. The `combination describedijin' claimj including" pressure influenced means/operated by a rise in brake pipe pressure following equaliza-` tion-of supplemental reservoir and brakepipe` pressuresewhereby in response ,toa slow rate of,l

suchrisein brake pipe pressure, the resetting valve `controlling-theconnections of the auxiliary described, by claim' `a la# cludingvv pressure influenced resistance imposed` pressure chamber with said supplemental reserf'r voirvand-the auxiliary reservoir vis positioned to permitthe charging of said`` auxiliary ,pressure chamber `from the supplemental reservoir, and a, more rapid rise of `brake pipe pressure will posi-l tion said valve to connect said'` auxiliary pres-` sure chamber with the auxiliary reservoir.

11i In an air brake equipment of theV charac-1, ter described, the combination'of van auxiliary pressure `chamber,4 a 'pressure `actuated releasey valve contained in said chamber and controlling the Y` reductionr outlet ofthe brake pipe of the t equipment, a pressure actuated resetting Valve also controlling said outlet, a supplemental reservoir-`connected to a' port of saidlresettingl valve, the resetting valve positioned by a predetermined reduction of brake'pipe pressure to connect said supplemental reservoir with saldauxiliary pres,- sure chamber, an auxiliaryfvalve inits. closedposition preventing "Iiow of supplemental reservoir pressureinto brake pipe, and said auxiliary valve opened by rise vof brake 'pipe `pressure above ini,- tial charge, thuspermittlng said flow, a further rise in brake pipe *pressurel causing the resetting' j I valve to be `positioned to connect supplemental y also controlling said outlet, a supplemental reservoir chargedv to normalsystem pressure and-"connected to one sideof the means for'actuating said release valve, means `for `retaining pressure in brake system of theI character ,ductionbutlt a pressure actuatedresettlng valve l said 'supplementalreservcin 'a supplemental valve also controlling said outlet, the. latter valve operated by differential of effectivepressures-between the brake lcylinder and the brake pipe, whereby reduction of brake pipe pressure andthe increase voibralre cylinder pressure to aepredetermined ratio 'with said reductionwill-position 'said supplementalvalve to close said outlet.

n 13. In an air brake system of the character de'- scribed, the combination of a supplemental reser- 'vorfch'arged from an auxiliaryreservoir of the` system, means preventing return flow of'gsuch charge, an accelerator reservolrfcharged from the f brake pipe of the'system, a reduction outlet from said accelerator vreservoir to' saidbrake pipe,a l

check vfalve preventing return now' from ybrake pipe tosaid'accelerator reservoir, a pressure actuated valve controlling the Acharging of szatidaci4 celerator reservoir, the latter valve openedeby Cil Cil

equalization of brake pipe and supplemental reservoir pressures, and said valve closed by reductionof brake pipe-pressure, a chamber divided by a pressure actuated element having` one side connected to brake pipe pressure and its other side .connected to said accelerator reservoir, a connection from supplemental reservoir to brake pipe, an auxiliary valve controlling the latter connection andoperated by said pressure actuated.

element.

14. Ina'n air brake system of the character described, means for accelerating the release of the brakes comprising a supplemental rvreservoir charged from an auxiliary reservoirfof the system, means preventing return flow of such charge, an accelerator reservoir charged from the brake pipe of the system, a reduction outlet from said accelerator reservoir to said brake pipe, a check valve preventing return ilow from brake pipe to said accelerator reservoir, a pressure actuated valve controlling the charging of said accelerator reservoir, the latter valve opened by equalization of brake pipe and supplemental reservoir pressures, and said valve closed by reduction of brake pipe pressure,- a chamber divided by a pressure actuated element having one side connected to brake pipe pressure and its other side connected to said accelerator reservoir, a connection from supplemental reservoir tobrake pipe, an auxiliary valve controlling the latter connection and operated by said pressure actuated element, a check valve preventing return flow of brake pipe pressure into supplemental reservoir, pressure actuated means controlling the charging of said supplemental reservoir. y

15. In an air brake system of thecharacter described, a combination of a supplemental reservoir charged from auxiliary reservoir of system, means for retaining such charge, an accelerator reservoir charged from brake pipe, a reduction outlet from accelerator reservoir to brake pipe, a

check valve controlling such outlet, a pressure actua-ted charging control valve controlling such charging, the latter valve opened by'equalization of brake pipe and supplemental reservoir pressures, and said valveclosed by reduction in brake pipe pressure, an auxiliary brake pipe reduction outlet, a pressure actuated valve controlling such outlet, a chamber divided by a diaphragm having one side connected to brake pipe pressure, and its other side connected to said accelerator. reservoir, and an accelerator valve'operated by said diaphragm, such valve controlling the operations of said first mentioned valves, respectively.

" 16. The combination ,described by claim 15 including a pressure actuated means, a check valve cooperating with such means and adapted to prevent return ow of pressure from brake pipe into accelerator reservoir, said means controlling said brake pipereduction outlet.

17. In an air brake system of the character de- 4 scribed, means for accelerating the application of and auxiliary reservoir, and simultaneously opening the connection between auxiliary pressure chamber and supplemental reservoir; and said valve positioned by predetermined reduction in brake pipeA pressure to close the connection Afrom auxiliary pressure chamber to supplemental reserbeing operated by a rise in brake pipe pressure to' open said outlet.

18. In anv air brake'system of the character described, the combination rof an equalizing connection in the triple'valve from the brake pipe to the brake cylinder of the system, pressure actuated means-incorporated in the triple valve controlling said connection, said means operated by reduction in brake pipe pressure, an auxiliary brake pipe reduction outlet, a release valve controlling said outlet, andoperated by reduction in brake pipe pressure to open said outlet, a resetting valve also controlling said outlet, the latter valve operated by a greater reduction in brake pipe pressure than Vsuilcient rto cause the operation of said release valve, whereby excessive reduction in brake pipe pressure via said reduction outlet is prevented.`

19. In an air brake system of the character described, the combination of a special reservoir charged from system pressure', pressure actuated means controlling' such charging, such means charging said special reservoir in response to rapid rate of rise in brake pipe pressure, and in response to suflicient reduction yin brake pipe pressure reducing pressure in special reservoir, pressure actuated means provided in the triple valve, the latter means controlling the admission of auxiliary reservoir pressure of the system into the brake cylinder, and these means operated by differential of pressures in said special reservoir and in said auxiliary reservoir, whereby brake cylinder pressure is built up in intermittent steps to required degree.

20. In an air brake system of the character described ythe combination of a brake pipe reduction outlet, aA slide valve actuated by brake pipe pressure and'controlling said outlet, the underside of said valve in one position covering said outlet, the upper side of said valve connected to the system pressure, a supplemental valve valso controlling said outlet,v this valve including a resistance element normally holding this valve closed until said resistance is overcome by sufcient rise in brake pipe pressure, whereby the opening of said outlet from the brake pipe to the underside of saidvslide valve is delayed until the system pressure is communicated to the upper side of said slide valvev by rise in brake pipe pressure, and thus the unseating of such valve is prevented. l

21. In an air brake system of thev character described, the combination of a supplemental reservoir charged .to normal system pressure, means for retaining such charge insaid supplemental reservoir, a supplemental valve controlling the brake pipe pressure reduction outlet of the system, said supplemental valve normally being open, said supplemental valve controlled by a set of pressure actuated devices jointly responsive to the predetermined differentials of pressures in the brake pipe, said supplementaires` pressure and building up of .brake pipe cylinder ervoir and brake pipe` of thesystem; said suppressure in predetermined ratio will operate said set of devices to close said supplemental valve,

and equalization of supplemental reservoir. and

brake pipe pressure together with sumcient' re,- duction of brake'cylinderpressure will open said supplemental valve. y y

22. The combination described by claim 21, in-

cluding a reduction outletl from supplementalA reservoir to the brake pipe pressure',and.a pres'- sure yactuated auxiliary valve lcontrolling said `outlet and ropened by sufficient rise in brake pipe pressure.y n

23. In an air brake `system of the'character described, the.` combination oi a supplemental reservoir charged fromv system pressure, means controlling said lrestricted outlet, an accelerator reservoir, al control .valve operated by agpresf i sure actuated element responsive` to brake pipey for retaining the charge in said supplemental reservoir, a brake cylinder pressure exhaust ,pas-

sage, a pressure actuated release'valve control-` 'ling said passage, said release valvein normal position opening said passage and closed by differentials of pressure in said supplemental resplemental reservoir provided with a reduction outlet' to the brake pipev pressure, anda pressure actuated auxiliary valve controlling said outlet andopened by a rpipe pressure. v

24. In an air brake equipment of the character celerating thefrelease of the brakes, following emergency and serviceapplications, comprising `a supplementalreservoir.charged from the auxiliary reservoir, means restricting ow of presisure from said auxiliary reservoir into said supplemental reservoir, `means preventing return sufcient rise lin ybrake dow, a pressure actuated resetting valve controlling said charging, an auxiliary pressure chamber, said resetting valve in normal position per` ments contained inv said brake 'pipe` chamben;

suchelements responsive to brake pipe and supplementalk reservoir pressures, a supplemental valve actuated by means also responsive to ybrake cylinder and supplemental reservoir pressures,l a

l,restricted outletfto atmosphere fromi brake `pipe chamber,` said supplementall valve in 'cooperation with. said resetting valve and saidrelease valve and supplemental reservoirpressures,4 a further chamber divided by apressure actuated element having one side connectedto brake pipe pressure and its otherside connected to said accelerator reservoir pressure,` the latter reservoir having a reductionoutlet to the brake pipe, means preventing return. flow thruv last mentioned reduction outlet, Van accelerator -valve operated bythe accelerator valve controllingthe charging of and dispersion fromA said accelerator reservoir,

' means -,also operated by the last mentioned pres?` sure actuated element 'controlling the flow of supplemental reservoir pressure into the brake pipe, and further'means" preventing return now of such pressure.

` l CARL R.. JACK.

so last mentioned pressure actuated element,` said 

